Explosive-engine.



PATENTED OCT. 13. 1908.

- F. SPROEHNLE'. EXPLOSIVE ENGINE.

APPLICATION FILED NOV. 25, 1902.

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I nve ntor Witnesses yirgffi No. 741,179. PATENTED OCT. 13, 1903.

F. SPROEHNLE.

EXPLOSIVE ENGINE.

APPLICATION FILED NOV; 25, 1902.

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UNITED STATES PATENr Patented October 13, 1903;

I FFlCEt EXPLOSlVE-ENGINEL SPECIFICATION forming part of Letters Patent No. 741,179, dated October 13, 1903.

Application filed November 25,1902. Serial No. 132,712. (No model.)

citizen of the United States, residing at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have-invented certain new and useful Improvements in Explosive- Engines, of which the following is a specification.

My invention relates to improvements in explosive-engines, and has for its object the changing of the size of the compression and explosion chamber by altering the position of the driving-shaft in relation to said chamber. By changing the size of the said chamber I am enabled to alter the power of the engine. By increasing the size of the chamber or cylinder the power is diminished, as the gases are compressed less than the normal amount, and by decreasing the size of the chamber the power is increased as the gases are compressed to more than the normal amount.

A further object of my invention is to advance or retardthe operation of the valves and the ignition of the gases to correspond with the alteration of the size of compressionchamber.

Referring to the drawings, Figure l represents a plan view of an engine having my improvement embodied therein. Fig. 2 is a vertical sectional view on line 2 2, Fig. 1. Fig. 3 is a view similar to Fig. 2, showing the parts in a difierent position. Fig. 4c is a vertical sectional view on line 4 4, Fig. 1. Fig. 5 is a horizontal sectional view on line 5 5, Fig. 4, including the bearing and eccentric.

A represents the cylinder of the engine, having the supply-pipe a and the exhaustpipe a, as shown in Figs. 2 and 3.

B and B are the valves for controlling the supply and the exhaust, respectively.

At either side of the cylinder A are the members 0 and O, forming the bed of the engine. In these members are formed bearings for disks D and D, which are adapted to rotate in said bearings. Mounted in the disks D and D is the main driving-shaft E, said shaft being mounted eccentrically in the disks.

A balance-wheel E is mounted on the shaft E and has a crank-pin c, to which is pivoted the connecting-rod F. A crank-arm 6 supports the outer end of said pin and connects the same with the driving-shaftE. The connecting-rod F is pivotally connected to the pistonhead G.

Mounted on the shaft E is a gear-wheel H, which meshes with a gear-wheel H, having internal teeth, said gear-wheel H being mounted concentric with the disks D and D, which carry the driving-shaft E.

The gear-wheel H is provided with a projection to which is secured an annular flange h, which is adapted to rotate in abearing 71, secured to the member 0. On the periphery of the gear-Wheel H is formed a cam H, which operates the red I, said rod being provided with a pin t', which contacts with the lever J, operating the sparking device J, said rod being also provided with an arm 1, projecting immediately in front of the valvestem 19 of the valve B,controlling the exhaust.

The gear-wheel H is twice the size of the driving gear-wheel II, and therefore the said driving-shaft will make two revolutions to oneofthegear-wheelH. Thepistonisdrawn forward by turning the shaft E by hand-power, causing a suction and opening the valve B against the action of. the spring I). The spring on the valve B is much heavier, and the valve will not open by means of the suction caused by the movement of the piston. As the piston is drawn forward the gases are admitted to the chamber A, and as the piston returns the gases are compressed. When said piston reachesits extreme backward position, the cam H reaches a point Where the depression H passes the roller 2' on the rod I, and said rod is given a movement suflicient to cause the pin 7 on said rod to make contact with the sparking device, causing the spark which will explode the compressed gas in the chamber A, which drives the piston G forward with great force. again returns by means of the balance-wheel, the cam H has reached a position where the roller 4? on the rod I will drop into the depression H in the cam and give said rod a still further movement, which will open the exhaust-valve B and allow the consumed gas to escape.

The sparking device is constructed in the usual way, the electrical current being admitted to the cylinder through the insulated plug K. A water-jacket A is also provided When the piston to keep the cylinder cool. This explains the operation of the engine, and my improvements will now be further described and the operation of the same explained.

The disks D and D, in which is eccentrically mounted the driving-shaft E, as above described, rotate in bearings formed in the members and C, said disks being provided with levers D for rotating them. To insure a simultaneous movement of the disks D and D, the levers are connected by rods 01 to vertical levers d and d pivoted to the bed of I the engine. Gross-bars d between the vertical levers keep them rigid, and a handle 01 is provided for shifting the levers.

By rotating the disks D and D the-drivingshaft E may be brought closer to the cylinder,

as shown in Fig. 2. This reduces the size of the chamber A, which compresses the gases in a very small space, causing them when ignited to expand very rapidly, giving a high speed and an increase of power to the engine. By rotating the disks to the position shown in Fig. 3 the driving-shaftE is placed farther from the cylinder,the size of the chamber A is enlarged, and the gases will not be compressed to the extent above described, and therefore the gases when ignited will expand slower and give a slower speed and less power to the engine.

When the disks are rotated'and the shaft E moved from one position to another, the gearwheel H upon said shaft will consequently move. The weight of the shaft and balancewheel will cause snfficient friction to keep the gear-wheel H from revolving. Therefore the larger gear-wheel H will be rotated in the direction that the disks are being moved. This movement of the gear-wheel 11, carrying the cam H will advance or retard the operation of the rod I, controlling the sparking device and the exhaust-valve.

When the shaft E is in the position shown in Fig. 2, the operation of the sparking device and the exhaust-valve will be advanced, and when in the position shown in Fig. 3 the operation of the sparking device and the exhaust-valve will be retarded.

Having thus described my invention, I claim and desire to secure by Letters Patent 1. In an explosive-engine, the combination of a cylinder, a piston-head, a movable shaft, and means of changing the size of the compression and explosive chamber by changing the position of said movable shaft, substantially as described.

2. In an explosive-engine, the combination of a driving-shaft, a fixed bearing, a pistonhead, a compression and explosion chamber and means of changing the size of said chamber by altering the travel of said piston-head by changing the position of said shaft in relation to the fixed bearing, substantially as described.

3. In an explosive-engine, the combination of a compression and explosion chamber, a driving-shaft, a fixed bearing, a piston-head, a connecting-rod, and means of changing the position of said driving-shaft in relation to the fixed bearing to alter the dimension of said chamber, substantially as described.

4:. In an explosive-engine, the combination of a compression and explosion chamber, a

driving-shaft, disks rotatably mounted in bearings, said driving shaft eccentrically mounted in said disks for changing the position of said shaft in relation to said chamber, substantially as described.

5. In an explosive-engine, the combination of a compression and explosion chamber, a drivingshaft, disks having eccentrically mounted therein the said driving-shaft, bearings for said disks, means to rotate said disks to change the size of said chamber, and means of advancing or retarding the operation of a sparking device and an exhaust-valve, substantially as described.

6. In an explosive-engine, the combination of a compression and explosion chamber, a driving-shaft, disks having eccentrically mounted therein the said driving-shaft, bearings for said disks, a gear-wheel on said shaft, a gear-wheel mounted concentric with said disks, a cam on the last mentioned gearwheel, and a rod for operating a sparking device and an exhaust-valve, substantially as described.

7. In an explosive-engine, the combination of a compression and explosion chamber, a drivingshaft, disks having eccentrically mounted therein the said driving-shaft, bearings for said disks, levers attached to said disks, connecting-rods, levers pivoted to the bed of the engine, said last-mentioned levers being coupled together, and a handle for operating the same, substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

FRANK SPROEHNLE.

Witnesses:

E. D. PATTERSON,

WM. FREDERIO STILz.

ICC 

